Advances in Automobile Engineering:

Brake Assisted Differential Locking System

ABHINIT A. PHALKE AND ASHISH H. KHANDAR
JCOET YAVATMAL
a resistance to turning, the drive train forces the
Abstract - It takes 8,460 bolts to assemble an
vehicle forward. Driveline torque is evenly
automobile, and one nut to scatter it all over the
distributed between the two rear drive axle shafts by
road. Some of the biggest advances in the field of
the differential. When one tyre encounters a slippery
automotive technology in the past 10 years have
spot on the road, it looses traction, resistance to
come in the area of safety. Spurred by the
rotation drops, and the wheel begins to spin. Because
improvements in the microprocessor speed,
the resistance has dropped, the torque delivered to
miniaturization, and software development, the
both the wheels changes. The wheel with good
automobile continues to evolve.
traction is no longer driven. If the vehicle is
In this new approach proposed, I am going to have
stationary in this condition, only the wheel over the
an electronic and a pneumatic circuit to
slippery spot rotates. Hence the vehicle does not
automatically control the traction of the vehicle.
move. This situation places stress on differential
During ordinary conditions, when the vehicle is
gears. As the traction fewer wheels rotates at a very
driven down a straight road, or if the difference
high speed, amount of heat generated increases
between speeds of the two (rear) wheels is below a
rapidly, lube film breaks down, metal to metal contact
specified limit, no signal will be generated by the
occurs, and the parts are damaged. Now if the
electronic circuit. This helps the vehicle negotiate
spinning wheel suddenly has traction, then the shock
the turns with better traction control as
of the sudden traction can cause severe damage to the
differential action is unaltered. But if the
drive axle assembly. So presently how do we
difference between speeds is beyond a specified
overcome these difficulties? To overcome these
limit, the signal will be generated by the electronic
problems, differential manufacturers have developed
circuit which will actuate the pneumatic circuit.
the Limited Slip Differential. In automotive
This causes gradual braking on the faster wheel
applications, a limited slip differential (LSD) is a
until it gains traction. Hence, the wheels will never
modified or derived type of differential gear
lose traction. This system ensures a reduction of
arrangement that allows for some difference in
more than 50% in the capital investment as
rotational velocity of the output shafts, but does not
compared to the already existing systems can tilt
allow the difference in speed to increase beyond a
the scales in the favour of the manufacturing
preset amount. In an automobile, such limited slip
company and eventually the cost conscious
differentials are sometimes used in place of a
consumer.
standard differential, where they convey certain
dynamic advantages, at the expense of greater
INTRODUCTION
complexity. The main advantage of a limited slip
Are you REALLY comfortable manoeuvring your
differential is found by considering the case of a
vehicle through a muddy patch? In dry conditions,
standard (or "open") differential where one wheel has
when there is plenty of traction, the amount of torque
no contact with the ground at all. In such a case, the
applied to the wheels is limited by the engine and
contacting wheel will remain stationary, and the nongearing; in a low traction situation, such as when
contacting wheel will rotate at twice its intended
driving on ice, the amount of torque is limited to the
velocity the torque transmitted will be equal at both
greatest amount that will not cause a wheel to slip
wheels, but will not exceed the threshold of torque
under those conditions. So, even though a car may be
needed to move the vehicle, thus the vehicle will
able to produce more torque, there needs to be
remain stationary. In everyday use on typical roads,
enough traction to transmit that torque to the
such a situation is very unlikely, and so a normal
ground .As long as the tyre grips the road, providing

differential suffices. For more demanding use

however, such as driving off-road, or for high
performance vehicles, such a state of affairs is
undesirable, and the LSD can be employed to deal
with it. By limiting the velocity difference between a
pair of driven wheels, useful torque can be
transmitted as long as there is some friction available
on at least one of the wheels. The clutch type LSD
responds to drive shaft torque. The more drive shaft
input torque present, the harder the clutches are
pressed together and thus the more closely the drive
wheels are coupled to each other.

Limitations
Differential

of

the

Limited

Slip

pulses the normally open inlet solenoid valve

closed for that circuit. This allows fluid to enter
the circuit. At the same time, the control module
opens the normally closed solenoid valve for
that circuit. This leads to the application of
pneumatic pressure on the brake pads, leading to
the artificial braking. Once the affected wheel
returns to the same speed as the other wheel the
control module returns both the valves to their
respective normal positions releasing any
residual pressure in the pneumatic circuit of the
affected brake.

a) Heat dissipation leads to lube film breakage,

metalto- metal contact occurs.
b) If the friction lining of the energized clutch is
damaged, the whole assembly has to be
dissembled.
c) High quality lubrication required.
d) Due to presence of large number of mechanical
components, reliability is less.
e) As the speed increases, noise of vehicle also
increases.
f) Complicated and costly.

PROPOSED INNOVATION-BRAKE
ASSISTED DIFFERENTIAL LOCKING
SYSTEM (BADLS)
In this new approach, there is an electronic and a
pneumatic circuit to automatically control the
traction of the vehicle. During the ordinary
conditions, when the vehicle is driven down the
straight road, or if the difference between the
speeds of the two (rear) wheels is below a
specified limit, no signal will be generated by
the electronic circuit. This helps the vehicle
negotiate the turns with better traction control,
as the differential action is unaltered. But if the
difference between the speeds is beyond a
specified limit, the signal will be generated by
the electronic circuit, which will actuate the
pneumatic circuit. This causes gradual braking
on the faster wheel until it gains traction. Hence,
the wheels will never lose traction. The BADLS
control module senses that a wheel is about to
slip based on the input sensor data and in turn

Fig. 1 SCHEMATIC CIRCIUT OF BADLS

Flowchart to explain working of the circuit
shown in Fig 1 is given above First flowchart
shows working of normal breaking circuit and
the latter shows the working when the badls
circuit is working. During normal breaking
condition solenoid valve 1 is in closed condition
so air from master cylinder flows in main
braking circuit bypassing the auxiliary circuit
through solenoid valve 1 and thus normal
breaking action is achieved. .In slipping
condition microcontroller actuates normally
closed solenoid valve and normally open
solenoid valve 2 and thus artificial braking is
applied to the required wheel.
A. The BADLS Control module
The system is provided a control system, at least
two driven wheels, a differential for transmitting
power from theengine to the driven wheels and

permitting relative velocity between the driven

wheels. The control system includes two wheel
velocity sensor, a comparator circuit and a
control circuit. The wheel velocity sensor is
configured to detect the angular velocity of the
two driven wheels and to generate a signal. The
comparator circuit is coupled to the wheel
velocity sensor and is configured to compare the
signals of the sensors and to generate a slip
signal representative of the degree of slip of the
driven wheels. The control circuit is coupled to
the comparator circuit and to the brake assisted
differential locking mechanism and is
configured to generate control signals when a
redetermined degree of slip occurs and to apply
the control signals to the differential locking
mechanism to limit relative velocity between the
driven wheels.
PROPOSED ARCHITECTURE
FORBRAKE ASSISTED DIFFERENTIAL
LOCKING SYSTEM
The control circuit shown below in Fig.3 is
configured to receive signals representative of
vehicle operating parameters (condition of
slipping of wheels) and to generate control
signals corresponding to the desired state of the
brake assisted differential locking mechanism
for limiting relative velocity between two driven
wheels. Sensors are associated with the rear
wheels. Control logic executed by the control
circuit in acontinuously cycled routine

determines the desired state of the

Fig. 3 PROPOSED ARCHITECTURE OF SYSTEM

differential locking mechanism based upon the

operating parameters. The control circuit applies
an appropriate control signal to the differential
locking mechanism causing engagement or
disengagement in accordance with the desired
state. Wheel velocity sensor are configured to
detect the velocity of the two rear wheels and to
generate a wheel velocity signal given as an
input to the micro controller. A comparator
circuit of the micro controller is coupled to the
wheel velocity sensors generate a slip signal
representative of the degree of slip of the driven
wheel. A control circuit is coupled to the
comparator circuit and to the differential locking
mechanism and configured to generate control
signals when a predetermined degree of slip
occurs and to apply the control signals to the
differential locking mechanism to limit relative
velocity between the driven wheels by applying
artificial braking by actuating the solenoid
valves. The control circuit is further configured
to disengage the differential locking mechanism
when the degree of slip decreases to a level
below a predetermined threshold. Wheel
velocity sensor is provided for each of the driven
wheels, each of the wheel velocity sensors being
configured to generate wheel velocity signals
and to apply the wheel velocity signals to the

comparator circuit, and wherein the control

circuit is configured to generate control signals
for limiting relative velocity between the driven
wheels when slip of any driven wheel exceeds a
predetermined threshold value.
SPECIFICATIONS FOR ELECTRONIC
COMPONENTS
MICRO CONTROLLER

ANALOG TO DIGITAL CONVERTER

SIGNAL CONDITIONER
1. Transistor
2. Diode
A.MICROCONTROLLER
USE IN BADLS: The microcontroller input is the
speed of the two wheel speed sensors. The
microcontroller obtains the difference in
between the two speed sensor outputs and
compares it with the maximum allowable
variation. If the variation is beyond the
stipulated value, it activates the solenoid valves,
thus enabling the auxiliary circuit, avoiding any
slipping of the wheels.
B.SOLENOID VALVE
USE IN BADLS: They act as ON/OFF switches
and control flow of pressurized air into the
Auxiliary Circuit.
TYPE:
Spool Type
C.ANALOG TO DIGITAL CONVERTERUSE
IN BADLS:
the analog speed signal from the wheel speed sensors is
converted into the digital format by the ADC which
is supplied as the input to the microcontroller

D. AIR BRAKING SYSTEM

In the air brake's simplest form, called the
straight air system, compressed air pushes on a
piston in a cylinder. The piston is connected to a
brake shoe, which can rub on the wheel, using
the resulting friction to slow the train. The
pressurized air comes from an air compressor
and is circulated by a pneumatic line made up of
pipes and hoses. In order to apply the braking
force to the brake shoes, compressed air is used.
An air brake system in general includes a

compressor unit, air-reservoir tank, brake

chamber and wheel mechanism. For maintaining
adequate braking force at all times even when
the engine is not running and air-reservoir tank
is also necessary. To maintain air pressure,
which is small air pump, is used. The
compressor takes air from the atmosphere
through the filter and the compressor air is sent
to the reservoir through the unloader valve,
which gets lifted at a predetermined reservoir
pressure and relieves the compressor load. From
the reservoir the air goes to the various
accessories and also to the brake chambers also
called the diaphragm units at each wheel,
through the brake valve. The control of brake
valve is with the driver who can control the
intensity of breaking according to the
requirements. The unloaded valve in the air
breaking system serves to regulate the line
pressure
.

TESTING AND EVALUATION

PARAMETERS
The system has been tested on a SAE BAJA test
vehicle at the Automotive Research Association
of India (ARAI), pune. This was done keeping
in mind that this application would be really
helpful for SAE BAJA teams who encounter
conditions like slipping of wheels very often.
Since vehicle slip is usually
About 12-15% while turning, this icrocontroller
of the system has been designed to active at
about 20% slip conditions and deactivates at
about 5% slip. The system was tested
uccessfully and the next step would be practical
implementation in automobiles after some minor
modification. The vehicle was jacked up on one
wheel with the other wheel resting on ground
surface .This was done to simulate the condition
of maximum slipping. This condition will be
present in actual conditions when vehicle is
negotiating rocky terrain.
The engine was started and accelerated. Due to
one wheel being in air, the vehicle did not move

forward and the jacked wheel rotated

excessively. Now the solenoid was activated for
the slipping wheel and artificial braking was
provided. As a result the torque ransmitting
capacity of the wheels increases and
consequently, the vehicle pulls over the rocks
and gravel
on the basis of the torque from the individual
wheel.
COST COMPARISION TABLE
As can be seen from the above table that this
system ensures a reduction of more than 50% in
the capital investment as compared to the
already existing systems.
Table I. COMPARISON OF BADLS SYSTEM
WITH EXISTING LSD SYSTEM IN THE
MARKET
ADVANTAGES
a) Can be easily implemented in vehicles having
pneumatic braking systems with slight
modification.
b) As electronic circuitry is used, response time,
control and reliability are better than the existing
systems.

c) Low grade lubricants can be used as heat loss

is reduced.
d) Last but not the least; the system is
economical and simple.

LIMITATIONS
The overall efficiency depends on the combined
efficiency of both the electronic as well as the
pneumatic system.
APPLICATIONS
The system can be successfully incorporated in
vehicles having pneumatic/hydraulic braking
system, with a view to provide improves
traction. It can be put to use in especially All
Terrain Vehicles (ATV) and vehicles operating in
high altitude areas (vehicles for military
application) where snow causes excessive loss
of traction. This system ensures a reduction of
more than 50% in the capital investment as
compared to the already existing systems which
ensures the cost effectiveness of the endeavour.